CN114030331A - An anti-rollover system - Google Patents
An anti-rollover system Download PDFInfo
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- CN114030331A CN114030331A CN202111195027.7A CN202111195027A CN114030331A CN 114030331 A CN114030331 A CN 114030331A CN 202111195027 A CN202111195027 A CN 202111195027A CN 114030331 A CN114030331 A CN 114030331A
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- 230000006698 induction Effects 0.000 claims abstract description 32
- 230000035939 shock Effects 0.000 claims abstract description 22
- 230000005484 gravity Effects 0.000 claims abstract description 10
- 238000013016 damping Methods 0.000 claims description 26
- 230000001939 inductive effect Effects 0.000 claims description 20
- 238000010521 absorption reaction Methods 0.000 claims description 12
- 230000002265 prevention Effects 0.000 claims description 8
- 230000006835 compression Effects 0.000 claims description 5
- 238000007906 compression Methods 0.000 claims description 5
- 238000009423 ventilation Methods 0.000 claims 2
- 230000009286 beneficial effect Effects 0.000 abstract description 2
- 238000005096 rolling process Methods 0.000 abstract 1
- 230000001965 increasing effect Effects 0.000 description 3
- 238000010586 diagram Methods 0.000 description 2
- 238000000034 method Methods 0.000 description 2
- 238000002360 preparation method Methods 0.000 description 2
- 238000007792 addition Methods 0.000 description 1
- 230000007547 defect Effects 0.000 description 1
- 238000005516 engineering process Methods 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 230000000149 penetrating effect Effects 0.000 description 1
- 238000006467 substitution reaction Methods 0.000 description 1
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
- B60G17/015—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements
- B60G17/016—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by their responsiveness, when the vehicle is travelling, to specific motion, a specific condition, or driver input
- B60G17/0162—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by their responsiveness, when the vehicle is travelling, to specific motion, a specific condition, or driver input mainly during a motion involving steering operation, e.g. cornering, overtaking
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
- B60G17/06—Characteristics of dampers, e.g. mechanical dampers
- B60G17/08—Characteristics of fluid dampers
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2500/00—Indexing codes relating to the regulated action or device
- B60G2500/10—Damping action or damper
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2500/00—Indexing codes relating to the regulated action or device
- B60G2500/40—Steering
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2800/00—Indexing codes relating to the type of movement or to the condition of the vehicle and to the end result to be achieved by the control action
- B60G2800/24—Steering, cornering
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Air Bags (AREA)
Abstract
本发明公开了一种防侧翻系统，包括转向感应开关，转向感应开关电连接有离心力感应开关和重心调整结构；重心调整结构包括分别与车身底部左右连接的减震气囊，减震气囊下侧连接有支撑板；车身与减震气囊连接处设置有垂线向上偏向车身中心的斜面，支撑板上表面与斜面平行；减震气囊设置有排气阀，离心力感应开关电连接排气阀；减震气囊设置有第一进气阀，离心力感应开关电连接第一进气阀；第一进气阀连通缓冲气罐，缓冲气罐连通有充气泵，充气泵电连接转向感应开关；转向感应开关控制离心力感应开关电路通电。本方案的有益效果可根据对上述方案的叙述得知，结构简单、设计合理，能使电动车在转弯时避免发生侧翻。
The invention discloses an anti-rollover system, comprising a steering induction switch. The steering induction switch is electrically connected with a centrifugal force induction switch and a center of gravity adjustment structure; A support plate is connected; the connection between the body and the shock-absorbing airbag is provided with an inclined plane whose vertical line is upwardly inclined to the center of the body, and the upper surface of the support plate is parallel to the inclined plane; the shock-absorbing airbag is provided with an exhaust valve, and the centrifugal force induction switch is electrically connected to the exhaust valve; The shock airbag is provided with a first intake valve, and the centrifugal force induction switch is electrically connected to the first intake valve; the first intake valve is connected to a buffer gas tank, the buffer gas tank is connected to an air pump, and the air pump is electrically connected to the steering induction switch; the steering induction switch Control the centrifugal force induction switch circuit to energize. The beneficial effects of the present scheme can be known from the description of the above scheme, the structure is simple and the design is reasonable, which can prevent the electric vehicle from rolling over when turning.
Description
Technical Field
The invention relates to the field of electric vehicle safety, in particular to a rollover prevention system.
Background
With the discovery of technology, small and environment-friendly electric vehicles are increasing. However, in the electric vehicle, since the vehicle body is narrow, the electric vehicle is likely to turn over due to centrifugal force.
Disclosure of Invention
Aiming at the defects in the prior art, the invention provides the rollover prevention system which has simple structure and reasonable design and can prevent the electric vehicle from rollover when the electric vehicle turns.
In order to achieve the purpose, the invention provides a rollover prevention system which comprises a steering inductive switch, wherein the steering inductive switch is electrically connected with a centrifugal force inductive switch and a gravity center adjusting structure;
the gravity center adjusting structure is arranged between the vehicle body and the vehicle axle and comprises damping air bags respectively connected with the left side and the right side of the bottom of the vehicle body, a supporting plate is connected to the lower side of each damping air bag and is connected with a supporting block, and the supporting block is connected with the vehicle axle;
an inclined plane with a vertical line which is deviated to the center of the vehicle body upwards is arranged at the joint of the vehicle body and the damping air bag, and the upper surface of the supporting plate is parallel to the inclined plane;
the damping air bag is provided with an exhaust valve, the centrifugal force inductive switch is electrically connected with the exhaust valve, and the exhaust valve is electrified to open an air passage;
the damping air bag is provided with a first air inlet valve, the centrifugal force induction switch is electrically connected with the first air inlet valve, and the air passage is closed when the first air inlet valve is electrified;
the first air inlet valve is communicated with a buffer air tank, the buffer air tank is communicated with an inflator pump, and the inflator pump is electrically connected with the steering sensing switch;
and the steering induction switch controls the centrifugal force induction switch circuit to be electrified.
Furthermore, the damping air bag is provided with a first pressure limiting valve and a second pressure limiting valve, the first pressure limiting valve is electrically connected with the steering induction switch, and the air passage is closed when the first pressure limiting valve is electrified;
the pressure limiting value of the first pressure limiting valve is smaller than that of the second pressure limiting valve.
Furthermore, the centrifugal force sensing switch comprises a fixed disc vertical to the axis of the vehicle body, the center of the disc is connected with a central shaft in the same direction with the axis of the vehicle body, one end of the central shaft is connected with a pendulum bob rotating around the axis of the central shaft, and one end of the pendulum bob is provided with a heavy bob;
the upper end of the disc is connected with a left-handed knob structure on the left side, a right-handed knob structure on the right side, the disc is provided with an arc-shaped through hole, and the left-handed knob structure and the right-handed knob structure are provided with a deflector rod which penetrates through the through hole and enters the track of the upper end of the pendulum bob;
the left knob structure is electrically connected with the exhaust valve of the shock absorption air bag on the left side of the vehicle body, and the right knob structure is electrically connected with the exhaust valve of the shock absorption air bag on the right side of the vehicle body;
the left knob structure is electrically connected with the first air inlet valve of the shock-absorbing air bag on the left side of the vehicle body, and the right knob structure is electrically connected with the first air inlet valve of the shock-absorbing air bag on the right side of the vehicle body.
Further, the steering sensing switch comprises a first cylindrical cavity, a first piston column is arranged in the first cylindrical cavity, a first spring is arranged on one side of the first piston column of the first cylindrical cavity, and the other side of the first piston column of the first cylindrical cavity is communicated with a steering power-assisted oil pipe;
the bottom of the first cylindrical cavity, which is provided with one end of the first spring, is provided with a button, and the button is higher than the compression limit of the first spring.
Further, the buffer gas tank is provided with a first vent valve which is communicated with the damping airbag;
the buffer gas tank is provided with a second vent valve which is communicated with a deceleration structure, the deceleration structure comprises a second cylindrical cavity, the second cylindrical cavity is communicated with the hydraulic brake pipeline, and a second piston column is arranged in the second cylindrical cavity;
the second cylindrical cavity is communicated with a third cylindrical cavity, a third piston column is arranged in the third cylindrical cavity, and a push rod is arranged between the third piston column and the second piston column;
the third cylindrical cavity is communicated with the second vent valve;
the diameter of the third cylindrical cavity is larger than that of the second cylindrical cavity;
the length of the push rod is greater than that of the third cylindrical cavity;
and a second spring is arranged between one end of the third cylindrical cavity, which is connected with the second cylindrical cavity, and the third piston column.
Further, the inclined plane with be provided with the extension spring between the axle, specifically do, the axle is provided with first cylinder pipe, be provided with first slider in the first cylinder pipe, first slider fixed connection the extension spring, extension spring other end fixed connection the inclined plane.
Furthermore, a second cylindrical pipe is arranged on the side surface of the first cylindrical pipe, a second sliding block is arranged in the second cylindrical pipe, a bayonet lock penetrating through the first cylindrical pipe is arranged on one side, facing the first cylindrical pipe, of the second sliding block, and a third spring is arranged between the other side of the second sliding block and the bottom of the second cylindrical pipe;
the first sliding block is provided with a clamping groove in a matching manner with the clamping pin;
a second air inlet valve is communicated with the side surface of the second cylindrical pipe close to one end of the first cylindrical pipe, the second air inlet valve is electrically connected with the centrifugal force induction switch, and an air passage is opened when the second air inlet valve is electrified;
the left knob structure is electrically connected with the second air inlet valve of the shock absorption air bag on the right side of the vehicle body, and the right knob structure is electrically connected with the second air inlet valve of the shock absorption air bag on the left side of the vehicle body.
Generally speaking, the shock absorbing structure plays a role of assisting the elbow in the process of the vehicle rollover. Rigid connection of the vehicle body and the vehicle axle is avoided due to the shock absorption structure, and the shock absorption structure is flexible. However, during turning, the shock absorbing structure located outside the turning radius will be back-compressed by a further step to further aggravate the outward deflection of the center of gravity of the vehicle due to the centrifugal force.
After this scheme of adoption, in the vehicle traveles, centrifugal force inductive switch normally open state always, nevertheless because turn to the circular telegram of inductive switch control centrifugal force inductive switch, therefore if do not turn, centrifugal force inductive switch does not work.
This scheme is owing to set up the shock attenuation gasbag, so set up the extension spring to clear up the vibration that the vehicle vibrations formed, prevent that the bounce of shock attenuation gasbag from leading to the automobile body focus to rise.
During vehicle turning, if the steering wheel is turned sufficiently, the pressure of the steering assist tube will activate the steering sensing switch.
At the moment, the inflator pump electrically connected with the steering induction switch is started to start preparation work; the first pressure limiting valves electrically connected with the steering induction switch close the air passages so as to prevent the centrifugal force pressure of the vehicle body from forcing the outer damping air bag to be held down.
For the sake of illustration, we assume that the vehicle is turning left at this moment, with centrifugal force to the right. If the centrifugal force is larger, the left knob is turned on by the centrifugal force induction switch. At this time, the left knob opens the exhaust valve of the left damping airbag, closes the first intake valve of the left damping airbag, and opens the air passage of the right second intake valve. Then, the left side shock-absorbing air bag starts to be deflated, the pressure limiting value of the right side shock-absorbing air bag is increased, and the inflation may be started. The possible inflation state is that the pressure of the right damping air bag is still below the pressure limiting value due to the compression of the air bag by the centrifugal force. The right tension spring does not work.
If the centrifugal force is too large, the left knob is electrically connected with the second vent valve, the second vent valve is opened, and the vehicle starts to decelerate automatically.
In this case, if the centrifugal force is not too large, the airbag is not required to be damped to discharge air to reduce the load on the inflator, and if the centrifugal force is not too large, the self-deceleration is not required.
After the turning is finished, the left exhaust valve is closed, the left first intake valve is opened, and the left damping air bag starts to be inflated by the buffer air tank. The second air inlet valve on the right side is closed, and the tension spring on the right side starts to work. The first pressure limiting valve starts to operate. During the shaking of the vehicle during running, the tension springs on the two sides and the first pressure reducing valve can balance the two sides finally.
The beneficial effect of this scheme can learn according to the statement to above-mentioned scheme, simple structure, reasonable in design enable the electric motor car avoid taking place to turn on one's side when turning, in the turn, not only can reduce the inboard height of turning radius, enable the whole relative axle of automobile body moreover and move to turning radius inboard.
Drawings
FIG. 1 is a schematic structural view of the present invention;
FIG. 2 is an enlarged view of the portion I in FIG. 1;
FIG. 3 is a schematic structural diagram of a centrifugal force sensing switch;
FIG. 4 is a schematic structural diagram of a steering sensing switch;
FIG. 5 is a schematic structural view of a deceleration structure;
in the figure, 1, a vehicle body; 2. an axle; 3. a shock-absorbing air bag; 4. a support plate; 5. a support block; 6. an exhaust valve; 7. a first intake valve; 8. a buffer gas tank; 9. a first pressure limiting valve; 10. a second pressure limiting valve; 11. a disc; 12. a central shaft; 13. a pendulum bob; 14. an arc-shaped through hole; 15. a deflector rod; 16. a first cylindrical cavity; 17. a first piston post; 18. a first spring; 19. a steering power-assisted oil pipe; 20. a button; 21. a first vent valve; 22. a second vent valve; 23. a second cylindrical cavity; 24. a hydraulic brake line; 25. a second piston post; 26. a third cylindrical cavity; 27. a third piston post; 28. a push rod; 29. a second spring; 30. a tension spring; 31. a first cylindrical tube; 32. a first slider; 33. a second cylindrical tube; 34. a second slider; 35. a bayonet lock; 36. a third spring; 37. a second intake valve.
Detailed Description
In order to clearly illustrate the technical features of the present solution, the present solution is explained below by way of specific embodiments.
As shown in fig. 1, the present embodiment discloses a rollover prevention system, which includes a steering inductive switch electrically connected to a centrifugal force inductive switch and a gravity center adjusting structure;
a gravity center adjusting structure is arranged between the vehicle body 1 and the vehicle axle 2, the gravity center adjusting structure comprises damping air bags 3 which are respectively connected with the left and the right of the bottom of the vehicle body 1, the lower sides of the damping air bags 3 are connected with supporting plates 4, the supporting plates 4 are connected with supporting blocks 5, and the supporting blocks 5 are connected with the vehicle axle 2;
an inclined plane with a vertical line which is deviated to the center of the vehicle body 1 upwards is arranged at the joint of the vehicle body 1 and the damping air bag 3, and the upper surface of the support plate 4 is parallel to the inclined plane;
the damping air bag 3 is provided with an exhaust valve 6, the centrifugal force inductive switch is electrically connected with the exhaust valve 6, and the exhaust valve 6 is electrified to open an air passage;
the damping air bag 3 is provided with a first air inlet valve 7, the centrifugal force induction switch is electrically connected with the first air inlet valve 7, and the air passage is closed when the first air inlet valve 7 is powered on;
the first air inlet valve 7 is communicated with a buffer air tank 8, the buffer air tank 8 is communicated with an inflator pump, and the inflator pump is electrically connected with a steering inductive switch;
the steering inductive switch controls the centrifugal force inductive switch circuit to be electrified.
The damping air bag 3 is provided with a first pressure limiting valve 9 and a second pressure limiting valve 10, the first pressure limiting valve 9 is electrically connected with the steering induction switch, and the first pressure limiting valve 9 closes the air passage when being electrified;
the pressure limiting value of the first pressure limiting valve 9 is smaller than that of the second pressure limiting valve 10.
The centrifugal force induction switch comprises a fixed disc 11 vertical to the axis of the vehicle body 1, the center of the disc 11 is connected with a central shaft 12 in the same direction with the axis of the vehicle body, one end of the central shaft 12 is connected with a pendulum bob 13 rotating around the axis of the central shaft, and one end of the pendulum bob is provided with a heavy bob;
the left side of the upper end of the disc 11 is connected with a left-handed knob structure, the right side of the upper end of the disc is connected with a right-handed knob structure, the disc is provided with an arc-shaped through hole 14, and the left-handed knob structure and the right-handed knob structure are provided with a deflector rod 15 which penetrates through the through holes and enters the track of the upper end of the pendulum bob;
the left-handed button structure is electrically connected with an exhaust valve 6 of the shock absorption air bag 3 on the left side of the vehicle body 1, and the right-handed button structure is electrically connected with an exhaust valve 6 of the shock absorption air bag 3 on the right side of the vehicle body 1;
the left-handed knob structure is electrically connected to the first intake valve 7 of the air bag 3 on the left side of the vehicle body 1, and the right-handed knob structure is electrically connected to the first intake valve 7 of the air bag 3 on the right side of the vehicle body 1.
The steering induction switch comprises a first cylindrical cavity 16, a first piston column 17 is arranged in the first cylindrical cavity 16, a first spring 18 is arranged on one side of the first piston column 17 of the first cylindrical cavity 16, and the other side of the first piston column 17 of the first cylindrical cavity 16 is communicated with a steering power-assisted oil pipe 19;
the bottom of the end of the first cylindrical chamber 16 where the first spring 18 is located is provided with a button 20, the button 20 being above the compression limit of the first spring 18.
The buffer air tank 8 is provided with a first vent valve 21, and the first vent valve 21 is communicated with the damping air bag 3;
the buffer gas tank 8 is provided with a second vent valve 22, the second vent valve 22 is communicated with a deceleration structure, the deceleration structure comprises a second cylindrical cavity 23, the second cylindrical cavity 23 is communicated with a hydraulic brake pipeline 24, and a second piston column 25 is arranged in the second cylindrical cavity 23;
the second cylindrical cavity 23 is communicated with a third cylindrical cavity 26, a third piston column 27 is arranged in the third cylindrical cavity 26, and a push rod 28 is arranged between the third piston column 27 and the second piston column 25;
the third cylindrical cavity 26 is communicated with the second vent valve 22;
the diameter of the third cylindrical cavity 26 is larger than that of the second cylindrical cavity 23;
the length of the push rod 28 is greater than that of the third cylindrical cavity 26;
a second spring 29 is arranged between the end of the third cylindrical chamber 26 connecting the second cylindrical chamber 23 and the third piston post 27.
Be provided with extension spring 30 between 1 inclined plane of automobile body and axle 2, specifically do, axle 2 is provided with first cylinder pipe 31, is provided with first slider 32 in the first cylinder pipe 31, and first slider 32 fixed connection extension spring 30, extension spring 30 other end fixed connection inclined plane.
A second cylindrical pipe 33 is arranged on the side surface of the first cylindrical pipe 31, a second sliding block 34 is arranged in the second cylindrical pipe 33, a bayonet 35 which penetrates through the first cylindrical pipe 31 is arranged on one side, facing the first cylindrical pipe 31, of the second sliding block 34, and a third spring 36 is arranged between the other side of the second sliding block 34 and the bottom of the second cylindrical pipe 31;
the first sliding block 32 is provided with a clamping groove in cooperation with the clamping pin 35;
a second air inlet valve 37 is communicated with the side surface of the second cylindrical pipe 33 close to one end of the first cylindrical pipe 31, the second air inlet valve 37 is electrically connected with the centrifugal force induction switch, and the air passage is opened when the second air inlet valve 37 is electrified;
the left-handed knob structure is electrically connected to the second intake valve 37 of the air bag 3 on the right side of the vehicle body 1, and the right-handed knob structure is electrically connected to the second intake valve 37 of the air bag 3 on the left side of the vehicle body 1.
Generally, shock absorbing structures play a bad role in the process of vehicle rollover. Rigid connection of the vehicle body 1 and the axle 2 is avoided due to the shock-absorbing structure, because it is relatively flexible. However, during turning, the shock absorbing structure located outside the turning radius will be back-compressed by a further step to further aggravate the outward deflection of the center of gravity of the vehicle due to the centrifugal force.
After this scheme of adoption, in the vehicle traveles, centrifugal force inductive switch normally open state always, nevertheless because turn to the circular telegram of inductive switch control centrifugal force inductive switch, therefore if do not turn, centrifugal force inductive switch does not work.
This scheme is owing to set up shock attenuation gasbag 3, so set up extension spring 30 to clear up the vibration that the vehicle vibrations formed, prevent that the bounce of shock attenuation gasbag 3 from leading to automobile body 1 focus to rise.
During vehicle cornering, if the steering wheel is turned sufficiently, the pressure in the steering assist line 19 will activate the steering sense switch.
At the moment, the inflator pump electrically connected with the steering induction switch is started to start preparation work; the first pressure limiting valves 9 electrically connected with the steering induction switch close the air passages so as to prevent the centrifugal force pressure of the vehicle body from forcing the outer side damping air bag 3 to be held back.
For the sake of illustration, we assume that the vehicle is turning left at this moment, with centrifugal force to the right. If the centrifugal force is larger, the left knob is turned on by the centrifugal force induction switch. At this time, the left knob opens the exhaust valve 6 of the left cushion bladder 3, closes the first intake valve 7 of the left cushion bladder 3, and opens the air passage of the right second intake valve 37. Then, the left side shock-absorbing air bag 3 starts to be deflated, the pressure limit value of the right side shock-absorbing air bag 3 is increased, and inflation may start. The possible inflation state is that the pressure of the right damping air bag 3 is still below the pressure limiting value due to the compression of the air bag by the centrifugal force. The right tension spring 30 is not operated because the detent 35 is disengaged.
If the centrifugal force is too large, the left knob will be electrically connected to the second vent valve 22, the second vent valve 22 is opened, and the vehicle will start to decelerate itself.
In this case, if the centrifugal force is not too large, the damper airbag 3 is not required to be discharged to reduce the load on the inflator, and if the centrifugal force is not too large, the self-deceleration is not required.
When the turning is completed, the left exhaust valve 6 is closed, the left first intake valve 7 is opened, and the left shock-absorbing air bag 3 starts to be inflated by the buffer air tank 8. The right second intake valve 37 is closed and the right extension spring 30 starts to operate. The first pressure-limiting valve 9 starts to operate. During the shaking of the vehicle during running, the two-side tension spring 30 and the first pressure reducing valve 9 will balance the two sides finally.
The technical features of the present invention, which are not described in the present application, can be implemented by or using the prior art, and are not described herein again, of course, the above description is not limited to the above examples, and the present invention is not limited to the above examples, and variations, modifications, additions or substitutions that can be made by a person skilled in the art within the spirit of the present invention also belong to the protection scope of the present invention.
Claims (7)
1. The rollover prevention system is characterized by comprising a steering induction switch, wherein the steering induction switch is electrically connected with a centrifugal force induction switch and a gravity center adjusting structure;
the gravity center adjusting structure is arranged between the vehicle body and the vehicle axle and comprises damping air bags respectively connected with the left side and the right side of the bottom of the vehicle body, a supporting plate is connected to the lower side of each damping air bag and is connected with a supporting block, and the supporting block is connected with the vehicle axle;
an inclined plane with a vertical line which is deviated to the center of the vehicle body upwards is arranged at the joint of the vehicle body and the damping air bag, and the upper surface of the supporting plate is parallel to the inclined plane;
the damping air bag is provided with an exhaust valve, the centrifugal force inductive switch is electrically connected with the exhaust valve, and the exhaust valve is electrified to open an air passage;
the damping air bag is provided with a first air inlet valve, the centrifugal force induction switch is electrically connected with the first air inlet valve, and the air passage is closed when the first air inlet valve is electrified;
the first air inlet valve is communicated with a buffer air tank, the buffer air tank is communicated with an inflator pump, and the inflator pump is electrically connected with the steering sensing switch;
and the steering induction switch controls the centrifugal force induction switch circuit to be electrified.
2. The system of claim 1, wherein the shock-absorbing air bag is provided with a first pressure-limiting valve and a second pressure-limiting valve, the first pressure-limiting valve is electrically connected with the steering inductive switch, and the first pressure-limiting valve closes the air passage when being electrified;
the pressure limiting value of the first pressure limiting valve is smaller than that of the second pressure limiting valve.
3. The rollover prevention system according to claim 1, wherein the centrifugal force sensing switch comprises a fixed disk perpendicular to the axis of the vehicle body, a central shaft is connected to the center of the disk and is in the same direction as the axis of the vehicle body, a pendulum bob rotating around the axis of the central shaft is connected to one end of the central shaft, and a heavy bob is arranged at one end of the pendulum bob;
the upper end of the disc is connected with a left-handed knob structure on the left side, a right-handed knob structure on the right side, the disc is provided with an arc-shaped through hole, and the left-handed knob structure and the right-handed knob structure are provided with a deflector rod which penetrates through the through hole and enters the track of the upper end of the pendulum bob;
the left knob structure is electrically connected with the exhaust valve of the shock absorption air bag on the left side of the vehicle body, and the right knob structure is electrically connected with the exhaust valve of the shock absorption air bag on the right side of the vehicle body;
the left knob structure is electrically connected with the first air inlet valve of the shock-absorbing air bag on the left side of the vehicle body, and the right knob structure is electrically connected with the first air inlet valve of the shock-absorbing air bag on the right side of the vehicle body.
4. The system of claim 1, wherein the steering sensing switch comprises a first cylinder cavity, a first piston column is disposed inside the first cylinder cavity, a first spring is disposed in the first cylinder cavity on one side of the first piston column, and the first cylinder cavity is communicated with a power steering oil pipe on the other side of the first piston column;
the bottom of the first cylindrical cavity, which is provided with one end of the first spring, is provided with a button, and the button is higher than the compression limit of the first spring.
5. The rollover prevention system according to claim 1, wherein the buffer tank is provided with a first vent valve, and the first vent valve is communicated with the shock absorbing airbag;
the buffer gas tank is provided with a second vent valve which is communicated with a deceleration structure, the deceleration structure comprises a second cylindrical cavity, the second cylindrical cavity is communicated with the hydraulic brake pipeline, and a second piston column is arranged in the second cylindrical cavity;
the second cylindrical cavity is communicated with a third cylindrical cavity, a third piston column is arranged in the third cylindrical cavity, and a push rod is arranged between the third piston column and the second piston column;
the third cylindrical cavity is communicated with the second vent valve;
the diameter of the third cylindrical cavity is larger than that of the second cylindrical cavity;
the length of the push rod is greater than that of the third cylindrical cavity;
a second spring is arranged between one end of the third cylindrical cavity, which is connected with the second cylindrical cavity, and the third piston column;
the second ventilation valve is electrically connected with the centrifugal force induction switch, and the second ventilation valve opens the air passage when being electrified;
and the left knob structure or the right knob structure is electrically connected with the second vent valve.
6. The system of claim 1, wherein a tension spring is disposed between the inclined plane and the axle, specifically, the axle is provided with a first cylindrical tube, a first slider is disposed in the first cylindrical tube, the first slider is fixedly connected to the tension spring, and the other end of the tension spring is fixedly connected to the inclined plane.
7. The system of claim 6, wherein a second cylinder is arranged on a side surface of the first cylinder, a second slider is arranged in the second cylinder, a bayonet passing through the first cylinder is arranged on one side of the second slider facing the first cylinder, and a third spring is arranged between the other side of the second slider and the bottom of the second cylinder;
the first sliding block is provided with a clamping groove in a matching manner with the clamping pin;
a second air inlet valve is communicated with the side surface of the second cylindrical pipe close to one end of the first cylindrical pipe, the second air inlet valve is electrically connected with the centrifugal force induction switch, and an air passage is opened when the second air inlet valve is electrified;
the left knob structure is electrically connected with the second air inlet valve of the shock absorption air bag on the right side of the vehicle body, and the right knob structure is electrically connected with the second air inlet valve of the shock absorption air bag on the left side of the vehicle body.
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|---|---|
| CN114030331B (en) | 2023-09-12 |
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